On February 27, 2016, about 1215 eastern standard time, a Cessna 150L, N976HB, owned and operated by a private individual, was substantially damaged during a forced landing after takeoff from Gettysburg Regional Airport (W05), Gettysburg, Pennsylvania. The private pilot was not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Clearview Airpark (2W2), Westminster, Maryland.The pilot stated that he planned the short flight to purchase fuel. The airplane departed runway 24 with 7 gallons of fuel. During initial climb, about 750 feet above ground level, the engine rpm decreased from full power to 1,700 rpm. The pilot applied carburetor heat, but the engine rpm remained at 1,700 and he was unable to maintain altitude. He then turned back toward the airport and realized that the airplane was not going to reach the runway. The pilot subsequently attempted to land in a field prior to the runway, but the airplane impacted and came to rest in trees just prior to the field.

The two-seat, high-wing, fixed tricycle-gear airplane, serial number 15074983, was manufactured in 1975. It was powered by a Continental Motors, O-200, 100-horsepower engine. The airplane's most recent annual inspection was completed on October 12, 2015. At that time, the airplane had accumulated 4,342.5 total hours of operation. The engine had also accumulated 4,342.5 total hours of operation; of which, 1,255.7 hours were since its last major overhaul. The airplane had flown about 14 hours since the annual inspection. The airplane's fuel system consisted of two 13-gallon fuel tanks, one in each wing, for a total capacity of 26 gallons; of which, 3.5 gallons were unusable.

Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that during the collision with trees, the right wing and empennage partially separated. The inspector also noted that the airplane's left fuel tank cap remained on the runway; however, recovery personnel drained approximately 2 gallons from each fuel tank. The recovery personnel did not observe contamination in the fuel. Additionally, they reported that more fuel may have leaked from the airplane through the vents or left fuel tank opening, as the airplane was suspended nose-down, slightly beyond the vertical position.

The engine was subsequently successfully test-run at a recovery facility under the supervision of an FAA inspector. During preparation for the test run, examination revealed that the air inlet filter, gascolator screen and carburetor fuel inlet screen were clear and free of obstructions. The engine started normally and engine power was increased to 2,100 rpm without hesitation. Damage sustained to the propeller and engine mounts resulted in vibration and precluded an attempt of full power due to safety concerns. Examination and test-run of the engine did not reveal any preimpact mechanical malfunctions. The engine primer control was observed in the forward position, but not locked; however, examination of the sparkplugs did not reveal a rich or lean mixture.

The recorded weather at an airport located about 15 mile east of the accident site, at 1153, included wind variable at 6 knots, visibility 10 miles, few clouds at 4,600 feet, temperature 3 degrees C, and dew point minus 8 degrees C. Review of an FAA Carburetor Icing Chart for the given temperature and dew point revealed that the conditions were outside of the icing envelope.